THE COMMUTE: The big news headlines this week were that subway ridership reached a new record level on September 23rd, with more than 6.1 million paying swipes, and the budget shortfall in the MTA’s new capital plan. (Notice I did not say paying customers as the MTA did, because I consider a customer as someone making a round trip. The correct term for someone making a one way trip is “passenger.” However, the MTA refuses to use that term as if it were a dirty word and now considers everyone a “customer.”) The headline only refers to subway riders; bus ridership reached its peak ten years ago.
Archive for the tag 'allan rosen'
THE COMMUTE: New Yorkers must wait until 2023 for the completion of East Side Access, a project that will improve LIRR access to Manhattan, free up trackage at Penn Station to improve rail service to the Northeast Bronx, but degrade LIRR service for Brooklynites. It is a project first conceived in the 1950s and will have taken 70 years to complete by the time it opens. Its budget, originally $4.3 billion, now exceeds $10.8 billion. The scaled back Fulton Transit Center, a project costing
$4.2 billion $1.4 billion is also way behind schedule and should finally be fully completed in December of this year.
THE COMMUTE: Sheepshead Bay has been the victim of over-development.
Development itself is not a bad thing. In fact, it is good for the economy. However, when development occurs, the infrastructure must also be improved.
Block after block, the neighborhood has seen one-family homes replaced by six-family condos. Several new mid-rise developments have also appeared on or near Sheepshead Bay Road and more are planned. This has placed a strain on traffic, especially along the narrow 18th Century Sheepshead Bay Road, formerly known as Shore Road.
In the 19th Century, our city forefathers planned a numbered street grid system that revolutionized our roads. Sheepshead Bay Road, however, predated that grid. The surface Manhattan Beach Railway, which operated passenger service until 1922, ran along East 17th Street south of Avenue X, (which is why that portion of the street is wider than the rest) and along the western fork near Jerome Avenue cutting through the super block soon to be developed with a luxury high-rise. The railway extended along the Brighton line and between what is now West End Avenue and Corbin Place to Manhattan Beach, serving the area’s two luxury (Manhattan Beach and Oriental) hotels.
That is the reason East 16th Street dead-ends at Sheepshead Bay Road and does not continue until the other side of Voorhies Avenue.
Normally, when superblocks are created, the adjacent streets are widened to accommodate the displaced traffic from eliminated streets. In this case, no street was eliminated, only some railroad tracks. In 1922, automobile traffic was still sparse and the word “superblock” did not even exist until large housing projects made them commonplace decades later. Sheepshead Bay Road, a street lined mostly with small hotels, was never widened, as traffic increased and those hotels were demolished or as residences were converted to storefronts.
Currently, there are a half dozen vacant storefronts on the northeast corner of Sheepshead Bay Road and Voorhies Avenue, suggesting more development in the near future, increasing traffic even more. Traffic on Voorhies Avenue is already a nightmare every Monday through Friday after 3pm, with a dozen cars lined up on East 18th Street waiting to make a right turn onto Voorhies Avenue. (A left turn is all but impossible.)
Changes are needed.
When I proposed the rerouting of the B49 in 1978 from Ocean Avenue to replace the B1 along Sheepshead Bay Road, I suggested it operate on the circuitous northbound route it currently uses, including Shore Parkway and East 14th Street, because it was three or four minutes quicker than Sheepshead Bay Road. It was tabled for 30 years, and by that point the time saved had been diminished. The roundabout route is just as dreadful as along Sheepshead Bay Road. Instead it was implemented recently due to cars constantly standing in the no standing zone on Sheepshead Bay Road, and, with the lack of traffic enforcement, it became more difficult for two buses to pass simultaneously.
My proposed routing no longer saves three or four minutes. The rerouting from Ocean Avenue, instead of merely adding five minutes to the B49 as it did in 1978, now can add as much as 15 minutes for through riders when compared to the pre-1978 route. Therefore, I now believe we need some special buses during school hours or an additional bus route bypassing the subway station as it did prior to 1978. However, that is a subject for another article.
The point is that with each new development, traffic gets worse. What if the city decides to sell both municipal parking lots and add still more commercial development as they have done on Kings Highway and are doing in Flushing? What if the El Greco site is developed with another high-rise as has been long rumored (with no substantiation)? We will find out about it when it is too late. What will happen to traffic after five new high-rises are constructed near Sheepshead Bay Road? We could have gridlock.
Let’s Not Lose an Opportunity
Right now, with the proposed luxury condos at 1501 Voorhies Avenue, near Sheepshead Bay Road, we have the opportunity to extend East 16th Street to Voorhies Avenue and the north Shore Parkway service road. (A traffic reversal on the service road between East 16th Street and Sheepshead Bay Road would also be required. A redesign of the highway exit would also help.)
We do not need a private pedestrian walkway as currently proposed. A new street could be accomplished even with a gated entrance (though it would be a little more difficult) and should be a requirement before any development takes place there. Our local elected officials must insist on it. (Are you listening, Councilman Chaim Deutsch, Assemblyman Steven Cymbrowitz and State Senator Marty Golden?)
A continuation of southbound East 16th Street would enable a conversion of Sheepshead Bay Road to northbound only between the Shore Parkway North service road and Jerome Avenue. It would also permit a simplified B49 bus routing with northbound service returning to Sheepshead Bay Road and southbound service able to use the new East 16th Street. The northbound B4 would be able to use Sheepshead Bay Road as well, with the southbound route also using East 16th Street.
The possibility also exists to widen Sheepshead Bay Road between the Shore Parkway north service road and Emmons Avenue since the Belt Parkway Bridge is slated for reconstruction. All that is required is a slight modification of existing design plans and a few more dollars. No demolition would be required. Note that Nostrand Avenue will be widened when that bridge is reconstructed. Why not widen Sheepshead Bay Road under the Belt Parkway? Extending East 16th Street would have occurred when the Manhattan Beach Railway tracks were ripped up if the city had any foresight. Let us not condemn future generations to saying we had no foresight back in 2014.
In Other News
Last month saw the passing of transit and community activist (and my friend) Dr. John Rozankowski at age 61. If that name is at all familiar, it is because John substituted for me on The Commute on three occasions when I was on vacation. He also wrote for the blog Welcome to the Bronx for the past eight months and for Suite 101 prior to that. He received his PHD in history and was also very active in the successful campaign of Letitia James for Public Advocate, who attended the wake, spoke and stayed until it was over. Obituaries for John appeared in Welcome to the Bronx and the NY Daily News.
His wake was a tribute to race and age relations, an old white Polish gentleman with so many young black and Latino friends. At least 25 people spoke about the man, many with tears in their eyes. At least 50 attended. It was a very moving experience. He was a selfless Republican Conservative who did not let politics get in the way of what he believed in. His only interest was in making the world a better place. That is something we could all learn from.
The Commute is a weekly feature highlighting news and information about the city’s mass transit system and transportation infrastructure. It is written by Allan Rosen, a Manhattan Beach resident and former Director of MTA/NYC Transit Bus Planning (1981).
Disclaimer: The above is an opinion column and may not represent the thoughts or position of Sheepshead Bites. Based upon their expertise in their respective fields, our columnists are responsible for fact-checking their own work, and their submissions are edited only for length, grammar and clarity. If you would like to submit an opinion piece or become a regularly featured contributor, please e-mail nberke [at] sheepsheadbites [dot] com.
THE COMMUTE: In parts 1 and 2, we specifically discussed routing deficiencies in Brooklyn and hinted at similar deficiencies in Staten Island and Queens that are even more severe. This week, we will discuss…
Routing Problems In Borough Park And Bensonhurst Go Back To The 1940s!
There has been a need for through Fort Hamilton Parkway and 13th Avenue routes since the 1940s. Instead, one route fulfills the need for two. However, there was an obstacle that prevented a through 13th Avenue route. There was no bridge over the Sea Beach cut at 62nd Street until 1937, which separated the two portions of 13th Avenue. A trolley line operated over the former B1 route along 86th Street, 13th Avenue and Bay Ridge Avenue to access the ferry to Manhattan since the 1890s. The B16 bus route was added in the early 1930s along Fort Parkway and 13th Avenue to Ocean Avenue, a logical route back then. Israel Zion Hospital, a small institution located at 49th Street and 10th Avenue, did not require a north-south bus route. However, during the last 70 years it has greatly expanded, serving all of southern Brooklyn and changed its name to Maimonides Medical Center. Still, it has no north-south bus service.
THE COMMUTE: Last week, we discussed bus routing inefficiencies in Sheepshead Bay. I am going to venture a guess that Sheepshead Bay residents have a need to leave the area on occasion (although Ned may disagree) and are interested in routing deficiencies in our adjacent neighborhoods.
The Bus Routing System Was Never Planned
Many of the routing problems exist today because the bus system just incrementally developed over time by route combinations and extensions and absorption of former trolley lines. This is what caused today’s inefficient and indirect bus routing. In fact, while doing research for my Master’s thesis, I learned that when the B21 was created in 1946, bus riders protested in front of Coney Island Hospital on the first day, that the new route did not meet their needs.
Yet it remained in place for 32 more years, and if not for me it may have still been in existence today, 68 years later not serving our needs. More likely, had it not been incorporated into the present B1 and B4, it would have either been discontinued without a replacement or else become a shuttle route between Ocean Parkway and Kingsborough Community College, thus reducing mobility even further.
Other areas still have non-functioning routes, such as the B21. That is because the MTA does not do comprehensive bus studies, because the ones they have done in the past failed due to their unwillingness to compromise with communities. It was always the MTA’s way or the highway. Only recently have they restarted that effort with studies in Co-Op City and Northeast Queens at the behest of local elected officials.
THE COMMUTE: Regular readers of The Commute know that my favorite topic is the need for better bus routes. I have written about this on numerous occasions. We also often hear about reliability issues, a subject we have also addressed.
The big push now by the MTA, the mayor, and New York City administrators is to greatly expand Select Bus Service (SBS), conceived more than 10 years ago, and first arriving in Brooklyn last year on the B44. The MTA recently sponsored a discussion at the Transit Museum about their plans to greatly expand SBS. I did not attend because I heard their spiel many times before. That SBS makes service better for everyone. Buses travel faster and everyone benefits. Ninety-nine percent of the SBS riders love it. We can’t afford to build any more subway lines (except in Manhattan, of course), so this is the answer for the next generation. I knew there would be no opportunity to challenge these claims.
THE COMMUTE: Last week, we discussed the switch to condensed and light (or thin) font along with the switch from uppercase to uppercase and lowercase lettering. While uppercase and lowercase lettering may increase sign legibility of the street name, legibility of the street suffix often suffers if a two-line format is used. The switch to uppercase and lowercase was well publicized, but the switch to narrow and / or thin font was not.
THE COMMUTE: Last week, we took a brief look at the history of New York City’s street signage, which, traditionally, has been all uppercase. Several years ago, studies were conducted that showed, supposedly, that the use of upper and lowercase lettering is more visible than uppercase. Perhaps since we now live in an internet society, in which the use of uppercase letters is considered tantamount to shouting, we made the switch to lowercase.
I do not believe that upper and lowercase letters are easier to read. There are several disadvantages to using upper and lowercase letters as opposed to all uppercase. This is especially true when using sans serif fonts. Sometimes lowercase i’s can appear to look like lowercase l’s if there is too small a space between the dot and the base of the letter. There is also no distinction between a capital I and a lowercase l. For example, in the name “Illinois,” you have what appears to be three of the same letter adjacent to one another.
These are minor problems. The biggest problem with using upper and lowercase letters within a constricted space, such as on a small sign, is that some of the letters go above and beneath the guidelines, meaning that a smaller-sized font must be used, and smaller fonts reduce visibility. The most important factor in determining visibility of a sign is not that the letters are uppercase, or uppercase and lowercase, but the size and width of the fonts.
Given the same size fonts and font widths, I don’t doubt that uppercase and lowercase fonts are more visible. However, a straight change from uppercase to uppercase and lowercase is not what the DOT has done. They also have switched from a regular font to a condensed or narrow font, making the newer signs less visible than the older signs — not more visible as originally promised.
THE COMMUTE: Street signage is as old as New York, first appearing on the sides of buildings, usually in white letters on a dark blue background. It also appeared early on in rural areas at intersections atop a small pole in a crisscross fashion in white on blue or with black lettering on a white background. All signs were in uppercase block letters and were meant to be easily read by pedestrians and by drivers and passengers in slow-moving or stopped vehicles.
The signs affixed to the buildings were gradually replaced by signs on poles, placed at right angles in heavily populated areas. (That probably explains how the Gravesend sign in the lead picture escaped DOT’s eye in 1970.) As more vehicles used the roadways, more signs were affixed to the taller street lights to be more easily seen from larger vehicles such as trucks and buses.
In the late 1800s and early 1900s, some street signs also displayed the street name you were on in a little oval above the name of the intersecting street. Some cities also showed the address numbers on the block under the street name. That never really caught on in New York City.
THE COMMUTE: However, it is all the same to the MTA.
In using the transit system in New York, there are rules one must follow. When they are not followed, there are and should be ramifications. The rules, however, need to make sense; the process for fighting summonses needs to be a fair one, and the punishment should fit the crime. However, not all the rules make sense, the process is not fair, and the punishment is not always just. Worse yet, you can be fined or even arrested for doing nothing wrong and not breaking any rule or law, yet you can also be found guilty! That is just wrong.